Buffing mechanism for railway-cars.



K. BDAHL.

IBUFPING MEGHANISM FOR RAILWAY GAR,

APPLIGATIDN FILED MAY 17, 1912.

Patented Aug. 12, i913.

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Wr 1 @W K.EDAHL. BUFFING MEGHANISM POR RAILWAY GARS. APPLICATION FILED MAY 17,1912.

1,069,933- 'Patented Aug. 12,1913.

2 SHEETS'SHEET 2.

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KNUTE EDAHL, OF CHICAGO, ILLINOS.

BUFFING MECHANISM FOR RAILWAY-CARS.

Application ined May 17, 1912. serial ne. 597,915.

To all whom, t may concern:

Be it known that I, KNUTE EDAHL, a citi- Zen of the United States, residing at Chicago, in the county' of Cook and State of Illinois, .have invented certain new and useful improvements in Buliing Mechanism for Railway-Cars, of which the following is a specification.

vthe line 2-2 of I The principal object of my invention is to provide improved mechanism to receive and take up butling shocks on railway cars.

Another object of my invention is to provide yielding means on a railwaycar adapted to consume more energy of momentum of the cars in buing than in pulling, or to yield over a greater range for builing stresses than for pulling stresses..l

Another object of my invention is to provide springs on a railway car to receive bufing shocks only, in addition to the usual springs that receive both butling and pulling stresses.

Still another object of my invention is to equip a railway car with a set of springs te receive pulling and butling stresses in the usualmanner in combination with a supplemental set of springs 'to receive buing shocks only, and thus permit a greater displacement for buthng than for pulling.

These objects and others will become apparent on reading the following specification and claims, taken with the accompanying drawings.

ln these drawings 1 have shown one spe- 4cific embodiment of my/ invention for the purpose of clearly illustrating the principle` thereof, but it will be understood that the invention is defined in the appended claims.

In the drawings Figure 1 is a horizontal section of my apparatus looking down. Fig. 2 is a vertical longitudinal section on Fig. 1. Fig. 3 is a section corresponding to Fig. l1.l but showing the parts in the position which they would occupy under an extreme buiiing stress. Figs. 4, 5 and G are vertical transverse sections taken respectively on the like numbered lines in Fig. 1', looking in the direction of the arrows.

As illustrated in the drawings, the specific embodiment of my invention there shown comprises the usual center sill with the two channel beams joined across their top by Sp e cication of Letters `Patent.l

rarement nag. 12, reis.

the platelG. An end sill 17 vand a dead block 18 are provided, and the coupler head 19 and draw-bar Q0 are of the usual type. Connected to the draw-bar 2O is a yoke 21.

Between the channel beams 15 of the center sill there is fastened a large casting in the shape of a frame which T designate generally as 22. This comprises side plates 23 which are riveted to the webs of the channel beams 15. Toward the coupler head 19 these side plates 23 carry abutments 24 and to their lower edges 25 are bolted short lengths of angle irons 26 to support and guide the draft gear. \Farther back, away from the coupler head 19, the member Q2 has a web 27 across its lower part and a web 27 across its upper part, thus forming a complete four sided boX, as shown in sect-ion in Fig. 5. Beyond this the member 22 is shaped as a seat 28 for four springs, as

shown in Fig. 6. The column 29 projects.

centrally in the spring seat 28, spacing the four springs 43 apart.

Within the frame 22, resting upon the angle irons 26, is a slidingmember designated generally as 30. This sliding member 30 has side plates 31, shown in section in Fig. 4, and across its top has three cross webs 32, 38 and 34. Its end, away from the coupler head 19, is formed as a vertical transverse wall to receive the pressure of the springs 43. The end of the member 30 toward the coupler head 19 is designated 86 and this is normally held against the abutment 9.4 by the springs 43. At its end away from the coupler head19 the stationary member l2 has an abutment 37 to receive the end wall 35 of the sliding member 30.

rThe draft gear yoke 21 has an intermediate column 42 and within the yoke 21 are the four follower plates 38 and 38 each with a stud 40 or 40, and around these and 40 are the draft gear springs 41. The sliding member 30 carries four abutments 39 and 39 against which the follower plates 38 and 38 are normally held by the springs.

41. The sliding member 30 also has other shoulders or abutments 44 and 44. one for each follower plate 38 or 38 that limit the displacement in either direction 'ot' the fol-.

lower plates 3S and 38 relatively to the said member 30.

The parts have the positions shown in studs 40 Y Fig. 1 when not subjected to pulling or bufling stresses. At this time the springs 41 push the follower plates 38 and 38 against their respective abutments 39. and 39 carried by the sliding member 30, and this sliding member 30v is held by the springs 43 so that its end 36 rests against the fixed abutment 24 carried by the fixed member 22. Under pulling stresses the second and fourth follower plates 38 (counting fro-m` the coupler head 19) are drawn against the springs 41, and the limit o f their movement will be when said follower plates 38 strike their respective abutments 44 on the member 30. All this time the movable member has'its end 36 resting against the 'fixed abutment 24, and no movement of the member 30 lrelatively t-o the member 22 is possible. l Under -pulling stresses the'springs .43de not change from'their normal .condition. Under buiiing stresses the first and third follower plates 38 (counting from the coupler head 19) are lpushed against the springs 41, and the limit of the movement of these follower plates 38, relatively to the sliding member 30, is, when said follower i' plates 38 strike their respective abutments 44'. But the compression on the springs 41 on the fixed member 23 as shown` in Fig. 3.

-Thus it will be seen that the extreme range of movement of the draw-bar 20, relatively to the car frame, under a pulling stress, is the distance from either follower plate 38 to its respective abutment 44. But the extreme range of movement `under a buiing stress is an equal distance from either follower plate 38 to its respective abutment 44 plus the distance from the Wall 35 to the abutment 37. Under a pulling stress the i onlysprings that oppose it are the springs 41, and the limit of displacement undertlie pulling stress is the limit of compression ofv said springs 41; but under a buiiing stress both the springs 41 and the springs 43 are compressed, and the range of movement in this case is equal to the range of compression of 'both sets of springs added together.

The buffing shocks to which railway cars are subjected are generally more severe than the pulling shocks, and it will be seen that by my invention I have provided an increased spring capacity with consequent i, increased ran e of displacement for buffing stresses, ut not for pulling stresses.

By my inventionzcertain springs are pro-- vided which come into action in the well known manner for either pulls or pushes,

and other supplemental springs are provided which do not come in action for pulls, but do act in conjunction with the other springs for pushes.

I claim:

1. In a device of the class described, a car underframe,y a 'spring seat fixed therein, a spring in said s'eat extending therefrom toward the end of the car, a sliding member between said spring and the end of the car,I

an abutment for said sliding member-between the same and the end of the car, a draw-bar,` and oppositely yielding draft gear mechanism'connecting said draw-bar with said. sliding member.

2. In a deviceof the ciass described, two longitudinal center sill members, a fixed spring seat carried thereby, a spring in said seat extending therefrom toward the endfof the car, an abutment fixed relatively to the center sill members between the said spring seat and the end lof the car, a sliding member between said spring and -said abutment, a draw-bar, and oppositely yielding draft gear mechanism connecting the said draw- Abar to the said sliding member.

3. In a device ofthe class described, a car underframe, a hollow casing xed relatively to said underframe, a spring scat in the end of said casing remote from the end of the car, a spring therein, an abutment carried by the casing at a point near the end of the car, a sliding member within the casing between the said spring and the saidA abutment, a draw-bar, and opposi'tely yiclding draft gear 'mechanism connecting the draw-bar with` the said sliding member.

4. In a device of the class described, a carv underframe, an intermediate longitudi` nally sliding member, an abutment fixed on the car underframe and limiting the movement of the said sliding member toward the end of the car, a spring seat fixed on the car underframe, a spring permanently seated against said spring seat and acting between the samev and said sliding member and normally holding'4 the said sliding member against said abutment, oppositely yielding springs and follower plates icarried by said sliding member, said sliding member having abutments for the follower plates, and

a draw-bar engaging said follower plates.

In a device of, the class described, a car underframe comprising two spaced longitudinal center sill members, a sliding member between them with abutments carried by 'the center sill members to limit its displacement either way, springs normally holding said sliding member toward the end of the car, and mechanism within said sliding member comprising draft gear springs aial follower plates connecting said sliding membefand said draw-bar.

"6. In a device of the class described, a

ed to slide longitudinally,

sliding car underframe ,compLisingmspacedeY longitudinal members, a sliding hollow frame between said longitudinal members and adaptabutments carried by said longitudinal members limiting the relative displacement of the said sliding member, a spring seat also carried by said longitudinal members, springs acting between said seat and said sliding member, a draw-bar, and ordinary nism within-said-slidirrg frame 'connected to said draw-bar.

7 In a device of the class described, a car underframe with jtwo spaced longitudinal members, a fixed member lying between said longitudinal members and riveted thereto, a member within -said fixed member supported and guided thereby, said fixed member having abutments to limit the movement ofthe sliding member, springs acting between the fixed member and the sliding member to normally hold the sliding member toward theend of the car, a draw-bar, a yoke connected to the draw-bar, and draft gear springs and follower plates within said yoke and within said sliding member.

. 8. In a device of the class described, a car underframe comprising spaced longitudinal members, guiding means and abutments and a spring seat all carried thereby, a sliding member between said longitudinal members and between said abutments carried by said longitudinal members, a spring acting between the said spring seat and said sliding member, a draw-bar, and yielding draft gear mechanism connecting the draw-bar to the sliding member.

9. In a device of the class described, a car underframe with spaced -longitudinal mem-- bers, a fixed frame supported between said longitudinal members with a spring seat at its end remote from the end of the car, a

sliding frame within said fixed frame,

springs in said spring seat acting against the sliding member, abutments carried by thedixedmember, limiting the movement of the sliding member neither way, a draw-bar, and Idraft gear mechanism within the sliddraft gear mechaing member'ancl^"'cfor1necting,vV the draw-bar thereto.

10. In a device of the class described, a car underframe comprising longitudinally extending guides, a sliding member within said guides, abutments carried by the underframe to limit the range of movement of said sliding member, a compression spring acting between the underframe and the slid- L ing member jto. normally :holdthelattentra ward the end of the car, a draw-bar, and opdraft gear mechanism within the sliding member and connecting the draw-bar thereto. i

11. In a device of the`\class described, a car underframe comprising longitudinally extending guides, a sliding member within said guides, abutments carried by the underframe to limit the range of movement of. said sliding member,

positely yielding a compression spring acting between the underframe and the sliding member to normally hold the latter toward the end of the'car, a draw-bar, and oppositely yielding draft gear mechanism within the sliding member, said draft gear wel mechanism comprising a yoke connected to the draw-bar and follower plates and springs, and said sliding member having abutments for the said follower plates.

12. In a device of car underframe, av draw-bar, oppositely yielding draft gear mechanism connected to the draw-bar, said mechanism comprising follower plates, a sliding member carrying abut-ments for the follower plates of said draft gear mechanism, a spring acting between the underframe and the said sliding the class described, a

member to normally hold the latter toward the end of the car, and abutments and guides for the said sliding member carried by the underframe.

In testimony whereof, I have subscribed my name.

y KNUTE EDAHL.

Witnesses HENRY A. PARKS, E. M. ANDERSON.

s' Y e Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents4 L Washington, 1D. C. 

